Motorcycle specifications HondaNC 750 S 2020 Let's be reasonable
Since 2018, the NC 750 S has opened up access to young license holders, with the possibility of being bridled to A2. This broadens its scope of investigation without upsetting its claims. The loss of power will be almost anecdotal given the twin's original efficiency.
genesis:
The NC has evolved since its first incarnation. It can't be said that it hasn't made an effort on the engine side. The twin goes from 670 to 745 cm3. A 4 mm increase in bore gives those extra 75 cm3, a touch more torque and, above all, 7 extra horsepower. Seen like that, the increase seems striking. We'll temper our enthusiasm with the final tally of just under 55 hp. As with the 700, the displacement/power ratio is disappointing. However, the engine has other arguments to seduce: a second balancer to reduce vibrations, a modified exhaust for a more pleasant sound, fuel consumption reduced to a minimum with less than 3.5 L/100 km, torque reaching 7 mkg and an improved DCT gearbox. Gear ratios have been lengthened, but the NC 750 should still offer more response than its predecessor with its extra displacement and watts. It even boasts a lower average fuel consumption than the NC 700, while its performance is higher. But let's not kid ourselves: this roadster is designed for smooth, mid-range cruising, not for biting between two avenues.
So, 3 modes are available: MT gives the rider the freedom to shift whenever he likes, using two triggers. D mode is automatic, more suited to city and highway driving. With the possibility of "guessing" traffic conditions and adapting gearshifts. Finally, mode S, also automatic, is more dynamic, with a more spirited take-up of revs.
With this second-generation DCT, the rider can now intervene in gear shifting when in auto mode. The system then calculates the ideal moment to regain control of the gearbox a little later.
The NC 750 stands out for its increased displacement and watts, and its improved DCT gearbox. The bodywork and chassis remain unchanged. The bike has never hidden its basic attributes, and even claims them. It stands on a simple, classic and very sufficient "Diamond" tubular steel frame. A 41 mm fork, an amorto, one brake disc per wheel, 226 kilos and it's ready to roll. A major practical point: the NC 750 S retains its false fuel tank, concealing a trunk large enough to hold a helmet.
And let's not forget the small improvements on this second version of the NC S: an adjustable brake lever, ABS fitted as standard, fuel consumption and gearshift indicators added to the instrumentation, and a slightly more polished finish.
A minor problem for a basic, economy-oriented bike: with ABS and DCT fitted as standard, the machine no longer commands a shock price. This leaves the CB 500 F to steal the show in the entry-level segment. The latter, however, cannot be fitted with an automatic gearbox.
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The automatic gearbox is a little surprising to get used to, especially at low speeds such as roundabouts or hairpin bends, as you have to control acceleration to prevent this twin-cylinder's torque from being too brutal. On twisty roads, it's easy to play with the trigger to force the gears to better exploit engine braking and torque. Despite my 1.81 m height, the bike is a little tall, and my lumbar vertebrae at my advanced age (62 years and 44 years of all-displacement motorcycle licence) didn't appreciate the poorly damped seat and a certain lack of agility, with an impression of understeer in fast sequences. Rating : 4/5 Respond to Dominique
Bought new and 12,000km in 6 months, a thick foam comfort seat and lots of accessories for very long duo rides.
From freeways to mountain dirt roads, I find this bike ideal for me
My average fuel consumption is 2.8 to 3.1L for 380km before reserves
The only downside is that I prefer the smoothness of the carburetors on my 500, and I'm still having a bit of trouble accepting injection at very low revs in town
Not very powerful, even mole, but very good torque, which allows a constant 130 overload
To sum up: I'm extremely satisfied with this bike, which is reputed to be puncture-proof. Rating : 5/5 Respond to Michel
i had an NC700X DCT in 2012 and it was a delight, but even when lowered it was a bit high in the saddle. Rating : 5/5 Respond to Léon
Its engine is very torquey (it's a 750 twin-cylinder, of course), and not very thirsty (I get between 3.5L and 3.8L*100km).
Its trunk, located where the fuel tank is, is really practical
The long, wide seat is perfect for two-up riding (there are also large handgrips for the passenger). Comfort is decent (for an original saddle), and I can easily do 250 km in a day without any problems, but if you want to do more, it's better to invest in a comfort saddle
The engine is pleasant, designed to get the KMs rolling. But if you're looking for a bike that's just for cruising, you'll have to choose another model. The engine is smooth and supple, but on the freeway, don't hesitate to drop 2 gears to overtake
The sound is very rewarding
In short, a good motorcycle to ride, with low fuel consumption, but not for sporty riding. Rating : 5/5 Respond to Pierrot94
It is not bridled
Franck Rating : 5/5 Participate in the conversation